JP5975750B2 - Power transmission device - Google Patents

Description

  The present invention relates to a power transmission device applied to a vehicle.

  Conventionally, as a power transmission device, a transmission gear set including a drive pinion as an input gear to which driving force is input and a ring gear as an output gear meshing with the drive pinion, and a driving force output from the ring gear are intermittently connected. One having a pair of clutches is known (for example, see Patent Document 1).

  In such a power transmission device, one of the front and rear wheels of the vehicle is always driven by the driving force of the driving source, while the other wheel is driven by the driving force of the driving source. It is applied to a sub drive system that is driven during turning.

  In the power transmission device of Patent Document 1, the driving force from the driving source is decelerated by the transmission gear set and transmitted to the pair of clutches. When the driving force transmitted to the pair of clutches is in the connected state, the driving force is transmitted to the pair of output shafts respectively connected to the left and right wheels and output to the left and right wheels. By controlling the on / off of such a pair of clutches, the driving force transmitted to the left and right wheels can be controlled independently.

JP 2009-269605 A

  However, in the power transmission device as in Patent Document 1, since the driving force is decelerated and input by the transmission gear set to the pair of clutches, it is necessary to increase the torque capacity of the pair of clutches. The clutch becomes larger. For this reason, the apparatus was enlarged.

  Further, in the power transmission device as in Patent Document 1, the speed increase ratio required for the wheels of the auxiliary drive system with respect to the wheels of the main drive system is determined by the gear ratio of the transmission gear set. For this reason, when a power transmission device is mounted on each vehicle having different specifications, the gear ratio of the transmission gear set is changed, so that a very large transmission gear set to which driving force is input must be changed for each vehicle. Therefore, the versatility of the power transmission device has been reduced.

  Accordingly, an object of the present invention is to provide a power transmission device that can suppress an increase in size and improve versatility.

A power transmission device according to the present invention includes a first transmission gear set including an input gear to which driving force is input and an output gear meshing with the input gear, and a pair of clutches for intermittently connecting the driving force output from the output gear. And a pair of second transmission gear sets that respectively output the driving force output from the pair of clutches. The pair of clutches includes an input member to which the output gear is fixed, and an input member relative to the input member. A control unit that is disposed between an output member that is rotatable and that outputs to the second transmission gear set, the input member being rotatably supported by the casing via a pair of bearings, and controlling the on / off of the pair of clutches. And the control means is disposed between the pair of clutches and the pair of bearings in the axial direction .

  Since this power transmission device has a pair of second transmission gear sets that respectively output the driving force output from the pair of clutches, it is not necessary to decelerate only with the first transmission gear set, and the torque capacity of the pair of clutches can be increased. The pair of clutches can be reduced in the radial direction.

  In addition, since the pair of second transmission gear sets outputs the driving force output from the pair of clutches, the gear ratio of the pair of second transmission gear sets is changed without changing the first transmission gear set. Thus, the necessary speed increase ratio can be adjusted, and the versatility of the power transmission device can be improved.

  Therefore, in such a power transmission device, since it has a pair of second transmission gear sets that respectively output the driving force output from the pair of clutches together with the first transmission gear set, an increase in size can be suppressed, Versatility can be improved.

  According to the present invention, it is possible to provide a power transmission device that can suppress an increase in size and improve versatility.

1 is a schematic diagram showing a power system of a vehicle to which a power transmission device according to an embodiment of the present invention is applied. It is sectional drawing of the power transmission device which concerns on embodiment of this invention.

  First, a power system of a vehicle to which a power transmission device according to an embodiment of the present invention is applied will be described with reference to FIG.

  As shown in FIG. 1, the vehicle is equipped with an engine 101 and a first motor / generator 103 as main drive sources, and a second motor / generator 105 as sub drive sources. Such a vehicle is driven mainly by the first motor / generator 103 in the main drive source, and is driven by the engine 101 when the capacity of a power source (not shown) such as a battery or a storage battery is low, or when traveling at high speed. Is done. Further, the second motor / generator 105 functions mainly as a generator to charge the power source when the main drive source is operating, and functions as a drive source to assist vehicle travel when driving on rough roads. To do. When only the first motor / generator 103 functions as a drive source, the first motor / generator 103 functions as a generator to regenerate electric power with respect to the brake energy of the vehicle such as when the vehicle is decelerated. Do. The power system of a vehicle driven by these main drive source and sub drive source is roughly divided into a main drive system 107 and a sub drive system 109.

  The main drive system 107 includes a transmission 111 as a speed change mechanism, a front differential 113 that allows differential of the left and right wheels on the front wheel side, front axles 115 and 117, front wheels 119 and 121, and a main drive side speed change mechanism. It is comprised from the transfer 125 etc. which have the direction change gear set 123. FIG.

  In the main drive system 107 configured as described above, the driving forces of the main drive source and the sub drive source are transmitted to the differential case 127 of the front differential 113 through the transmission 111. The driving force transmitted to the differential case 127 is transmitted to the pair of side gears 131 and 133 via the pinion 129 and distributed to the front wheels 119 and 121 via the front axles 115 and 117 connected to the pair of side gears 131 and 133. Is done. In this way, the main drive system 107 is constantly inputted with the drive forces of the main drive source and the sub drive source, and drives the front wheels of the vehicle. The main drive system 107 is provided with a transfer 125 that transmits a driving force to the sub drive system 109 side.

  The transfer 125 includes a hollow shaft 135 that is coupled to the differential case 127 of the front differential 113 so as to be rotatable integrally, a large-diameter ring gear 137 that is provided so as to be rotatable integrally with the hollow shaft 135, and the hollow shaft 135 and the rotation axis are orthogonal to each other. A small-diameter pinion 141 formed so as to be rotatable integrally with an output shaft 139 disposed in the direction is provided.

  The transfer 125 receives a driving force from the front differential 113 through the hollow shaft 135 and changes the direction while increasing the speed by a direction changing gear set 123 including a large-diameter ring gear 137 and a small-diameter pinion 141, and outputs an output shaft. A driving force is output from 139. The driving force output from the output shaft 139 is transmitted to the auxiliary driving system 109 via the propeller shaft 143.

  The auxiliary drive system 109 includes the power transmission device 1, rear axles 145 and 147, rear wheels 149 and 151, and the like. The auxiliary drive system 109 receives a driving force from an input shaft 17 connected to the propeller shaft 143 so as to be rotatable integrally with the propeller shaft 143. To the pair of clutches 5 and 7.

  The pair of clutches 5 and 7 are multi-plate clutches composed of a plurality of clutch plates, and are control-type friction clutches capable of intermediate control of transmission torque with sliding friction. The pair of clutches 5 and 7 include a vehicle speed sensor, an acceleration sensor, a brake sensor, a throttle opening sensor, a left and right wheel differential rotation sensor, a front and rear wheel differential rotation sensor, a steering angle sensor, a yaw moment sensor, an oil temperature sensor, and an outside air temperature. Information of various sensors such as sensors can be received, and the necessary sensor information can be selected, operated, or independently by actuators 65 and 65 operated by output control by a controller (not shown) that can be compared with a recording chart. Intermittent operation.

  The driving force transmitted to the pair of clutches 5 and 7 is transmitted to the pair of second transmission gear sets 9 and 9 via the output members 19 and 19, respectively. The pair of second transmission gear sets 9 includes a planetary gear mechanism, and decelerates and outputs the driving force input through the pair of clutches 5 and 7. The driving force output from the pair of second transmission gear sets 9, 9 is distributed to the rear wheels 149, 151 via the rear axles 145, 147 connected to the second transmission gear sets 9, 9, respectively. The

  When such a vehicle having the main drive system 107 and the sub drive system 109 is traveling straight at a predetermined speed, the pair of clutches 5 and 7 of the power transmission device 1 of the sub drive system 109 are disconnected, The two-wheel drive state of the front wheel drive on the main drive system 107 side is set. In addition, the vehicle is in a four-wheel drive state of front and rear wheel drive with the pair of clutches 5 and 7 connected and the rear wheel drive on the side of the auxiliary drive system 109 added in the case of starting or acceleration.

  On the other hand, when the vehicle generates a yaw moment when turning, the rear wheels 149 and 151 require more rotation speeds than the front wheels 119 and 121. For this reason, the auxiliary drive system 109 includes the front wheels 119 and 121 and the rear wheels 149 and 151 by setting the gear ratios of the direction change gear set 123, the first transmission gear set 3, and the pair of second transmission gear sets 9 and 9. A rotation difference is generated between the vehicle and the vehicle, and the turning stability of the vehicle is maintained. Further, in the rear wheels 149 and 151, the required driving force differs between the inner wheel and the outer wheel when the vehicle is turning. For this reason, each of the pair of clutches 5 and 7 can be independently controlled, and the driving force necessary for the rear wheels 149 and 151 can be distributed by controlling the fastening force of the pair of clutches 5 and 7. And the turning stability of the vehicle can be improved. Hereinafter, a power transmission device according to an embodiment of the present invention will be described with reference to FIGS.

  The power transmission device 1 according to the present embodiment includes a first transmission gear set 3 including a pinion 29 as an input gear to which driving force is input and a ring gear 31 as an output gear meshing with the pinion 29, and a ring gear 31. It has a pair of clutches 5 and 7 for intermittently outputting the driving force, and a pair of second transmission gear sets 9 and 9 for outputting the driving force output from the pair of clutches 5 and 7, respectively.

  The gear ratio of the first transmission gear set 3 is set smaller than the gear ratio of each of the pair of second transmission gear sets 9 and 9.

  Further, the pair of second transmission gear sets 9 and 9 are disposed separately with the pair of clutches 5 and 7 sandwiched in the axial direction.

  The power transmission device 1 includes actuators 65 and 65 as control means for controlling the on / off of the pair of clutches 5 and 7. The actuators 65 and 65 include the pair of clutches 5 and 7 and the pair of second transmission gear sets. 9 and 9 between the axial directions.

  Further, the ring gear 31 is fixed to the input member 11 as a hollow rotating member, and the pair of clutches 5 and 7 are disposed inside the input member 11.

  The clutch 5 is disposed on the inner peripheral side of the ring gear 31.

  Further, in the first transmission gear set 3, the rotational axes of the pinion 29 and the ring gear 31 are arranged orthogonal to each other.

  Further, each of the pair of second transmission gear sets 9 and 9 includes a transmission mechanism using planetary gears.

  As shown in FIGS. 1 and 2, the power transmission device 1 includes an input shaft 17, a first transmission gear set 3, an input member 11, a pair of clutches 5 and 7, output members 19 and 19, and a pair The second transmission gear set 9, 9.

  The input shaft 17 is rotatably supported by the casing 25 via two bearings 21 and 23 arranged in the axial direction. One end of the input shaft 17 is connected to the propeller shaft 143 via the constant velocity joint 27, and a driving force is input from the propeller shaft 143. A pinion 29 is formed as one continuous member on the other end side of the input shaft 17, and the pinion 29 meshes with the ring gear 31 to constitute the first transmission gear set 3.

  The first transmission gear set 3 is configured to be driven at a constant speed by a bevel gear set including a pinion 29 and a ring gear 31, and changes the direction of the driving force transmitted to the propeller shaft 143. By configuring the first transmission gear set 3 to drive at a constant speed in this way, a bevel gear set having an inexpensive structure can be applied, and the cost of the first transmission gear set 3 can be reduced.

  As such an orthogonal gear set, an inexpensive spiral bevel gear set, zero roll bevel gear set, spar bevel gear set, or the like can be employed. Alternatively, the pinion 29 may have a small diameter and the ring gear 31 may have a large diameter so as to be driven at a reduced speed. In this case, it is preferable to set the gear ratio to 2.5 or less.

  The ring gear 31 constituting the first transmission gear set 3 is fixed to a flange portion formed on the input member 11 so as to be integrally rotatable by a bolt, and the driving force input from the input shaft 17 causes the first transmission gear set 3 to be rotated. To the input member 11. However, the present invention is not limited to the bevel gear, and may be formed integrally with a part of the input member 11 by forging or rolling as long as a simple gear shape can be adopted.

  The input member 11 is formed of two members that are formed in a hollow shape and are fastened together by bolts that fix the ring gear 31, the shaft center is disposed in a direction orthogonal to the rotation shaft center of the input shaft 17, and the outer circumferences on both ends in the axial direction are The casing 25 is rotatably supported by a pair of bearings 13 and 15, respectively. On the inner diameter side of the input member 11, a pair of clutches 5, 7 are arranged between the pair of bearings 13, 15 in the axial direction so as to be compact in the axial direction.

  Each of the pair of clutches 5 and 7 includes a plurality of outer clutch plates and a plurality of inner clutch plates. The plurality of outer clutch plates are engaged with a spline-shaped engaging portion 33 formed on the inner periphery of the input member 11 so as to be axially movable and integrally rotatable with the input member 11. The plurality of inner clutch plates are alternately arranged in the axial direction with respect to the plurality of outer clutch plates, and are movable in the axial direction to the spline-shaped engaging portions 35 and 35 formed on the outer circumferences of the output members 19 and 19, respectively. The output members 19 are engaged with the output members 19 so as to be integrally rotatable.

  The pair of clutches 5 and 7 are multi-plate clutches composed of a plurality of control-type clutch plates that are capable of intermediate control of transmission torque with sliding friction. A pressure receiving member 37 that receives axial movement of the plurality of clutch plates of the pair of clutches 5 and 7 is disposed between the pair of clutches 5 and 7 in the axial direction.

  Of the pair of clutches 5 and 7, the clutch 5 is disposed on the inner peripheral side of the ring gear 31. For this reason, the clutch 5 does not protrude outward in the axial direction from the meshing portion of the first transmission gear set 3, and an increase in the size of the device in the axial direction can be suppressed. Such a pair of clutches 5 and 7 interrupts the driving force transmitted between the input member 11 and the output members 19 and 19.

  The output members 19 and 19 are each formed in a hollow shape and are arranged concentrically with the rotational axis of the input member 11 on the inner diameter side of the input member 11, and on the outer periphery via the sliding bushes 39 and 39. The output members 19, 19 are also arranged to be relatively rotatable while being arranged to be relatively rotatable. Spline-shaped connecting portions 41 and 41 are formed on the inner periphery of the output members 19 and 19 in the axial direction, and the connecting members 51 and 51 of the pair of second transmission gear sets 9 and 9 are connected so as to be integrally rotatable. Has been. Since the pair of second transmission gear sets 9 and 9 has the same configuration, only one second transmission gear set 9 will be described, and the other second transmission gear set 9 will be assigned the same reference numeral. The description is omitted.

  The second transmission gear set 9 includes a planetary gear mechanism including a sun gear 43, planetary gears 45 and 47 that mesh with each other, and an internal gear 49. The sun gear 43 is formed on the outer periphery of the connecting member 51 opposite to the connecting portion 41 in the axial direction. The sun gear 43 meshes with one of the planetary gears 45 and 47.

  The planetary gears 45 and 47 are rotatably supported on the fixed shafts 53 and 55 fixed to the casing 25 via a needle bearing, respectively. The planetary gears 45 and 47 are meshed with each other, a plurality of sets are arranged on the outer peripheral side of the sun gear 43 at equal intervals in the circumferential direction, one planetary gear 45 meshes with the sun gear 43, and the other planetary gear 47 is the internal gear 49. Mesh with.

  The internal gear 49 is formed on the inner periphery of a flange portion formed on the outer periphery of a hollow output shaft 61 that is rotatably supported by the casing 25 via bearings 57 and 59. The internal gear 49 meshes with the other planetary gear 47 and decelerates the driving force transmitted from the output member 19 via the sun gear 43, one planetary gear 45, and the other planetary gear 47, thereby causing the output shaft 61 to move. Rotate. A spline-shaped connecting portion 63 is formed on the inner periphery of the output shaft 61, and the rear axles 145 and 147 are connected so as to be integrally rotatable.

  The pair of second transmission gear sets 9 and 9 is set to have a gear ratio larger than that of the first transmission gear set 3. For this reason, in the first transmission gear set 3, it is not necessary to decelerate or a large deceleration is required, and the torque capacity of the pair of clutches 5 and 7 can be reduced.

  Such a pair of second transmission gear sets 9 are separately arranged with the pair of clutches 5 and 7 sandwiched in the axial direction, and the gear ratio can be changed by changing the planetary gears 45 and 47, and set. The driving force output from the pair of clutches 5 and 7 is decelerated by the gear ratio and output to the rear wheels 149 and 151 side.

  The pair of clutches 5 and 7 for intermittently connecting the driving force transmitted between the first transmission gear set 3 and the pair of second transmission gear sets 9 and 9 include the pair of clutches 5 and 7 and the pair of first transmission gear sets 9 and 9. The two transmission gear sets 9 and 9 are intermittently connected by actuators 65 and 65 arranged in the axial direction. Since both of the actuators 65 and 65 have the same configuration, only one actuator 65 will be described, and the other actuator 65 will be denoted by the same reference numeral and description thereof will be omitted.

  The actuator 65 includes a pressing member 67, an electric motor 69, and a conversion mechanism 71. The pressing member 67 is disposed adjacent to the pair of clutches 5 and 7 in the axial direction on the outer periphery of the input member 11, and includes a moving unit 73 and a pressing unit 75. The moving part 73 is formed in an annular shape, and is arranged on the outer periphery of the input member 11 so as to be movable in the axial direction. A pressing portion 75 is disposed between the moving portion 73 and the pair of clutches 5 and 7 in the axial direction.

  The pressing portion 75 is formed in an annular shape, and is input via a thrust bearing that allows relative rotation with the moving portion 73 between the moving portion 73 and the axial direction of the moving portion 73 to be transmitted to the pressing portion 75. It is arranged on the outer peripheral side of the member 11. In the pressing portion 75, a plurality of protrusions 79 inserted through holes 77 formed in the wall portion of the input member 11 protrude at equal intervals in the circumferential direction, and the protrusions 79 move in the axial direction of the moving portion 73. Thus, the pair of clutches 5 and 7 are pressed to connect the pair of clutches 5 and 7. Such a pressing member 67 is moved in the axial direction by the operation of the electric motor 69.

  The electric motor 69 is assembled to the outside of the casing 25, and the motor shaft 81 is disposed inside the casing 25. The electric motor 69 is connected to a controller (ECU not shown) as control means, and is actuated to be controllable by the controller. The rotation output from the motor shaft 81 of the electric motor 69 is transmitted to the moving portion 73 of the large-diameter pressing member 67 that meshes with the small-diameter motor gear 83 provided so as to rotate integrally with the motor shaft 81. The rotation is converted into an axial operation force by the conversion mechanism 71.

  The conversion mechanism 71 is a ball cam mechanism, and includes a cam ball 87 interposed between these cam surfaces, with a plurality of cam surfaces formed in the circumferential direction facing the moving portion 73 and the cam ring 85 of the pressing member 67.

  The cam ring 85 is disposed on the outer periphery of the input member 11 and is non-rotatably engaged with the casing 25 via a concave and convex engaging portion 89. Further, the cam ring 85 is restricted by a restricting member 91 fixed to the outer periphery of the input member 11 via the thrust bearing, in the axial direction toward the bearings 13 and 15 due to the thrust reaction force. A plurality of cam surfaces formed in the circumferential direction are formed on axially facing surfaces of the cam ring 85 and the moving portion 73 of the pressing member 67, and cam balls 87 are interposed between these cam surfaces. .

  The cam ball 87 has a cam thrust force that axially moves the pressing member 67 toward the pair of clutches 5 and 7 by causing a differential rotation between the cam ring 85 and the moving portion 73 due to the rotation of the moving portion 73 of the pressing member 67. Is generated.

  In the power transmission device 1 configured as described above, the rotation of the electric motor 69 is transmitted to the moving portion 73 of the pressing member 67 by the operation of the electric motor 69 and is transmitted to the conversion mechanism 71. The rotation transmitted to the conversion mechanism 71 is converted into an axial operation force, and the pressing member 67 is moved in the axial direction in the connecting direction of the pair of clutches 5 and 7. By the axial movement of the pressing member 67, the pressing portion 75 presses the plurality of clutch plates of the pair of clutches 5 and 7, and the pair of clutches 5 and 7 are connected. By connecting the pair of clutches 5 and 7, power transmission between the input member 11 and the output members 19 and 19, that is, between the first transmission gear set 3 and the second transmission gear sets 9 and 9, is possible. The driving force decelerated by the gear sets 9, 9 is output to the rear wheels 149, 151 via the rear axles 145, 147.

  By appropriately controlling the fastening force of the pair of clutches 5 and 7 that output driving force to the rear wheels 149 and 151, respectively, the necessary driving force can be appropriately distributed to the rear wheels 149 and 151. Thus, the startability and turning stability of the vehicle can be improved.

  Such a power transmission device 1 has a pair of second transmission gear sets 9 and 9 that respectively output the driving force output from the pair of clutches 5 and 7, so that the driving force is generated only by the first transmission gear set 3. There is no need to decelerate, the torque capacity of the pair of clutches 5 and 7 can be reduced, and the pair of clutches 5 and 7 can be reduced in the radial direction.

  In addition, since the pair of second transmission gear sets 9 and 9 output the driving force output from the pair of clutches 5 and 7, respectively, the pair of second transmission gear sets can be performed without changing the first transmission gear set 3. The required speed increasing ratio can be adjusted by changing the gear ratios of the groups 9, 9, and the versatility of the power transmission device 1 can be improved.

  Therefore, the power transmission device 1 has a pair of second transmission gear sets 9 and 9 that respectively output the driving force output from the pair of clutches 5 and 7 together with the first transmission gear set 3. Can be suppressed, and versatility can be improved.

  Further, since the gear ratio of the first transmission gear set 3 is set to be smaller than the gear ratio of each of the pair of second transmission gear sets 9, 9, the second transmission gear set 3 is not required to be decelerated by the first transmission gear set 3. The transmission gear set 9 can sufficiently reduce the speed so as to obtain a necessary driving force.

  Further, since the pair of second transmission gear sets 9 and 9 are separately disposed with the pair of clutches 5 and 7 sandwiched in the axial direction, the pair of clutches 5 and 7 do not protrude in the axial direction, and the power The transmission device 1 can be reduced in size in the axial direction.

  Further, since the actuators 65 and 65 are disposed between the pair of clutches 5 and 7 and the pair of second transmission gear sets 9 and 9, the actuators 65 and 65 are disposed in a compact manner in the axial direction. be able to.

  Further, since the ring gear 31 is fixed to the hollow input member 11 and the pair of clutches 5 and 7 are disposed inside the input member 11, the first transmission gear set 3 and the pair of clutches 5 and 7 are connected to each other. It can be arranged to overlap in the radial direction, and the power transmission device 1 can be downsized in the axial direction.

  Further, since the clutch 5 is disposed on the inner peripheral side of the ring gear 31, the clutch 5 does not protrude outward in the axial direction from the meshing portion of the first transmission gear set 3, and the axial direction of the power transmission device 1 is not increased. An increase in size can be suppressed.

  Further, since the first transmission gear set 3 is set to have a small reduction ratio and the rotational axes of the pinion 29 and the ring gear 31 are arranged orthogonal to each other, an inexpensive bevel gear set can be applied, and the cost can be reduced. Can be

  In addition, since the pair of second transmission gear sets 9 and 9 are each constituted by a transmission mechanism using planetary gears, it is possible to cope with various transmission ratios and to suppress the enlargement of the power transmission device 1. be able to.

  In the power transmission device according to the embodiment of the present invention, the control means is a motor / gear / cam mechanism. However, the present invention is not limited to this, and the motor / gear / screw mechanism, electromagnetic attraction, electromagnetic force, electromagnetic solenoid Various control means such as an electromagnetic actuator, a hydraulic cylinder / piston mechanism, a motor / shift rod mechanism, an air diaphragm, a fluid flow path ON / OFF valve, etc., can be adopted.

  The clutch is not limited to a multi-plate clutch using a control means, but a clutch using a discharge resistance of a pump such as a single-plate clutch, a 1 or 2 way clutch, a viscous fluid clutch, a magnetic fluid clutch, a plunger, a trochoid, and a vane. Various clutches can be employed.

  Further, the first transmission gear group may use a speed increasing gear group as required. For example, if the transmission gear ratio is set by setting the first transmission gear group and the direction change gear group as a set, the transfer side can be prevented from being enlarged by suppressing the speed increasing ratio of the direction change gear group.

  In addition to the gear set using the planetary gear mechanism, the second speed change gear set can employ various constituent elements as a gear set in accordance with a required speed change function.

DESCRIPTION OF SYMBOLS 1 ... Power transmission device 3 ... 1st transmission gear set 5,7 ... A pair of clutch 9 ... A pair of 2nd transmission gear set 11 ... Input member (hollow rotary member)
13, 15 ... Bearing 29 ... Pinion (input gear)
31 ... Ring gear (output gear)
65. Actuator (control means)

Claims (8)

A first transmission gear set comprising an input gear to which driving force is input and an output gear meshing with the input gear;
A pair of clutches each for intermittently driving force output from the output gear;
A pair of second transmission gear sets that respectively output the driving force output from the pair of clutches ;
The pair of clutches are disposed between an input member to which the output gear is fixed and an output member that is rotatable relative to the input member and outputs to the second transmission gear set.
The input member is rotatably supported by the casing via a pair of bearings,
Comprising control means for controlling the on / off of the pair of clutches;
The power transmission device , wherein the control means is disposed between the pair of clutches and the pair of bearings in an axial direction . The power transmission device according to claim 1,
The gear ratio of the first transmission gear set is set to be smaller than the gear ratio of each of the pair of second transmission gear sets. The power transmission device according to claim 1 or 2,
The pair of second transmission gear sets are disposed separately with the pair of clutches sandwiched in the axial direction. The power transmission device according to any one of claims 1 to 3 ,
Before SL control means, power transmission apparatus characterized by being arranged axially between one of the at least one said pair of second gear sets of the pair of clutch. The power transmission device according to any one of claims 1 to 4,
The input member is formed in a hollow shape,
The pair of clutches are disposed inside the input member . The power transmission device according to any one of claims 1 to 5,
At least one of the pair of clutches is disposed on an inner peripheral side of the output gear. The power transmission device according to any one of claims 1 to 6,
In the first transmission gear set, the input transmission gear and the output gear are arranged such that the rotational shaft centers thereof are orthogonal to each other. The power transmission device according to any one of claims 1 to 7,
Each of the pair of second transmission gear sets is configured by a transmission mechanism using planetary gears.

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